Sustainable Energy: Recycling of Cars in Germany

The number of automobiles produced during the past 20 years has expanded significantly; it is estimated that 90,780,583 units of cars were produced in 2015. Between 1997 and 2020, the total number of automobiles in OECD countries is expected to increase by 32%, according to the organization for economic cooperation and development (OECD). Additionally, the number of passenger cars in Europe is rising each year. Thus, by the end of 2014, global auto manufacturing had surpassed 15 million vehicles

Automobiles are essential to society and are used frequently. However, they significantly alter the environment throughout their life cycle. The amount of energy, materials, waste, and disposal required during the phases of vehicle construction, use, and disposal is enormous. As the majority of the world’s transportation energy comes from fossil fuels, the transportation sector is estimated to be responsible for 14% of the global greenhouse gas emissions in 2010.

The recycle, reuse, and recovery concepts are all included in the car recycling idea. The primary driving force behind recycling is a result of numerous factors that have evolved over time. For instance, the development of the electric curve heater in the 1960s and 1970s resulted in a rise in the use of shells as input trash. Then, it was more viable and energy-efficient to produce high-quality steel, followed by separating and recovering aluminum from cars that had reached the end of their useful lives. Vehicle recycling has more positive effects on the environment and society than it does on the economy and technology. The auto industry is striving toward environmentally responsible waste management.

Recycling is becoming associated with the materials used in the manufacture of automobiles. Aluminum and polymeric components, for example, have become more popular in vehicle structure. In 1965, the average weight of a European automobile was 82% ferrous and non-ferrous metals (2% aluminum), and 2% plastics. Whereas in the middle of 1980, the weight of a European automobile was estimated to be made up of 8–10% plastics and 74–75% of ferrous and non-ferrous metals (with 4.5% aluminum).

Plastic and aluminum use increased fuel efficiency while lowering greenhouse gas emissions. The breakdown of the European Union automobile in 1998 is depicted in the graph below. The weight of the car is made up of various metals (Zinc, Copper, Magnesium, and Lead) and aluminum, which makes up about 8% of the total weight. The chart also shows how plastic is used when its percentage is about 9.3%, which allows for its use in automobile bodies. While the average amount of aluminum increased in 2000, Western Europe’s car parts still contained 102Kg of aluminum. 59 kg were utilized for engine components, 6 kg for chassis uses, 11 kg for structural components, and 5 kg for the body.

As shown in the Figure, about 86 percent of a vehicle’s material components are recycled, repurposed, or used to increase energy efficiency. The primary goal of this study is to use a cost-benefit analysis methodology to determine the economic value of recycling automobiles. Moreover, to consider how fuel consumption and greenhouse gas emissions are impacted by automobile designs.

Recycling is done with the material from vehicles.

Recycling is done with the material from the vehicle in Figure 2.

The Figure illustrates the end-of-life vehicle (ELV) disposal process from the OEMs to the shredder. The ELV cycle’s initial phase is the car users. After deregistering their vehicles, owners can sell or trade them in at secondhand car lots. The car will then be delivered to the collectors by the dealers.

The End-of-Life Vehicle Disposal Chain.

The End-of-Life Vehicle Disposal Chain is shown in Figure 3.

In Europe, there are about 9 million ELV that are being recycled. Collecting businesses focus on getting rid of important additional parts as well as others, like batteries, engines, lubricants, and airbags. Despite the fact that these organizations are crucial to reducing ELV waste, they are small businesses that are only interested in ELV parts that are suitable for buying, selling, or recycling.

The more hazardous and numerous the ELV trash is, the worse the disassembly is often done. After the ELV has been disassembled, the remains, or “hulks,” are cared for by other organizations and shredding businesses. After the hulks are demolished, the material is used to further mechanical and physical separations, with the ultimate goal of recovering the ferrous and non-ferrous metals. About 20–25% of the ELV weight is made up of the byproduct of the shredding process, known as automotive shredder residue (ASR). Additionally, it is estimated that the ELV has a greater recycling rate of 75–80% than other products like daily newspapers and aluminum drink cans.

The weakest link in the ELV recycling process is thought to be the ASR, where 2 million tons are produced annually in Europe. Another thing to keep in mind is that, as shown in the table, disposing of ASR in a landfill in Germany is expensive. Additionally, the high cost of ASR treatment and the unpredictability of steel scrap prices have recently reduced the ELV costs. The ELV recycling requirements, which will have a significant impact on the German economy and automotive sector, should thus be explained.